Draft-gearing.



F. L. 0. WADSWORTH.

DRAFT GEARING.

APPLICAT ION FILED APR. 15. 909.

Patented Apr. 10, 1917.

YSHEETS-SHEET 4.

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. F, L. 0. WADSWORTH.

DRAFT GEARING.-

APPLICATION FILED APR. I5, 1909. 1,2%2,582- Patented Apr. 10, 1917.

T SHEETS-SHEET 5.

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5&2? W32 F. L. 0. WADSWORTH.

DRAFT (BEARING,

APPLICATION FILED APR. 15, 1909. I 1,222,582. Patente Apr. 10, 1917.

7 SHEETS-SHEET 6.

I! u y UNITED STATES PATENT ora ion.

FRANK L. O. WADSWORTH, OF SEWICKLEY, PENNSYLVANIA, ASSIGNOR OF ONE-HALFTO HENRY F. GILG, OF PITTSBURGH, PENNSYLVANIA.

DRAFT-GEARING.

therein to the accompanying drawing.

My invention relates to draft gearing for railway cars, etc, and has forits object to provide an improved method and. means capable ofeffectively and efficiently cushioning and absorbing the great shocks towhich such gearing is subjected in actual practice. A further object isto provide a draft gearing of simple compact construction adapted forincorporation With the standard framing of cars. I

The invention contemplates the combined use of spring and of frictionalresistance mechanism for opposing the motion of the drawhead or couplingelement of the gear; means whereby both the spring resistance and thefrictional resistance are independ-' ently utilized in absorbing shocksdue to im pact or buffing; means whereby a spring re-- sistance aloneis; utilized in cushioning shocks due to draft or pulling; means wherebythe ratio between the resistance of the gearand the motion of thedrawhead may be progressively varied as the motion proceeds; means forcushioning the working elements of the apparatus a gainstrecoil and forregulating the return movement of the drawhead to its normal position,etc, as shall be more fully hereafter described.

Generally stated, the characteristics of the invention are Greatercapacity of resistance against im pact or buffing strains than againstpulling strains, 71. 6., a differential or unsymmetrical resistance tothe motion of the drawhead depending on the direction of its movement.

The provision of an increasing ratio be tween the resistance and themotion of the drawbar in either direction as the movement proceeds. thussecuring an easy movement at the beginning and a very high resistance atthe end of the stroke.

The absorption of the entire. energy of the shocks due to the impact orbuffing by frictional resistance supplemented by spring compression.

Patented Apr. 10, 1917.

' Application filed April 15, 1909. Serial No. 490,123.

The cushioning of shocks and strains due to pulling by the actionofspring resistance alone, thus providin for an easy initial movement ondraft anrf enabling the compressive energy of the springs to beutilizedin arresting the forward motion of the train.

In all modern car constructions, the stand-' ard designs particularly'of steel undcr z.

frame types, provide only alimited space between the center and draftsills, above the forward axle and brake rigging, which is available forthe mounting of draft gearing. On the other hand the constantly .increasing weight of the rolling stock has increased the magnitude of theshocks which such draft gearing has been called upon to withstand.Buffing shocks of from 500,000 to 600,000 lbs. are notinfrequent,although the strains on draft or pulling are very much lesssevere and usually do not exceed 00,000 to 80,000 lbs. at the maximum.

A practical draft gear must therefore be very compact in design, whilepossessing very great capacity for the absorption of butting shocks. Itmust present very much less resistance on draft particularly at thebeginning of the stroke in order to allow an easy initial movement ofthe draw-bar on starting the train.

The invention is illustrated in the ac companying drawings showingvarious constructions for utilizing the principle operatingtherethrough, to accomplish the desired functions, as shall be morefully hereinafter described.

In the drawings Figure 1 is a central vertical sectional view of oneform of the complete draft rigging assembled, the parts being shown intheir central position.

Fig. 2 is a partly inclined and partly horizontal section on the brokenplane indicated by the line II. II. of Fig. 1

Fig. 8 is a transverse sectional view on the line III. of Fig. 1.

Fig. 4 is a diagram indicating the relativetravel of the parts and theratios between the compression of the springs and the motion ofthe drawhead. in lmliing and pulling respectively.

Fig. 5 is a diagram indicating the ratios between the resistance and themotion of the draw head in buffing and pulling.

Fig. (3 is a view similar to Fig. 1 show ing a modified construction.

Fig. 7 is a longitudinal sectional view on the broken plane indicated bythe line VII. VII. of Fig. 6.

Fig. 8 is a horizontal sectional view on -a reduced scale indicated bythe line III.

VIII. of Fig. 1.

Fig. 9 is a diagram similar in character of that of Fig. 4.

Fig. 10 is a view similar to Figs. 1 and 6 showing a furthermodification.

Fig. 11 is a longitudinal sectional view on the plane indicated by theline XI. XI. of F ig. 10.

Fig. 12 is a vertical sectional view 1ndicated by the line XII. of Fig.10.

Fig. 13 is a diagram similar in character to, those of Figs. 4 and 9.

Fig. 14: is a view similar to Fig. 1, showing a further modifiedconstruction.

Fig. 15 is a transverse sectional view indicated by the line XV. of Fig.14.

Fig. 16 is a similar view indicated by the broken line XVI. of Fig. 14.

Fig.- 17 is a diagrammatic sectional view enlarged, indicating therelative travel of the parts and the ratios between the compression ofthe sprin s and the motion of the draw head, inbu ng and drawingrespectively, and illustrating the parts more 30, fully in detail.

Fig. 18 is a view similar to Fig. 1 showing a further modifiedconstruction.

Fig. 19 is a transverse sectional view indicated by the line XIX. ofFig. 18.

Fig. 20 is a similar view indicated by the line XX. of Fig, 18.

Fig. 21 is a diagram similar in character to those of Figs. 4, 9 and 13.

Fig. 22'is a diagram similar in character to that of Fig. 5. i

Fig. 23 is a view similar toFig. 1 showing a further modifiedconstruction.

Fig. 24 is a horizontal sectional view on the line XXIV. of Fig. 23.

Fig. 25 is a similar view, partly broken away, on the line XXV. XXV. ofFig. 23.

Fig. 26 is a vertical cross section on the line XXVI. of Fig. 23.

Fig. 27 is a view similar to Fig. 23, illustrating a modifiedconstruction.

In the drawings, Sheet 1, illustrating one form of the apparatus, 2V2,represent the members comprising the draft sills between which the draftgear apparatus is mounted. above the front axle 3. 4 represents astandard draw bar slidably mounted in the usual position between thedraft sill members 2 below the transverse upper floor plate 5, andhaving at its rear end an enlarged bearing head 6 7' represents aplurality 'of resisting compression springs of the helical type,mounted. upon a supporting bracket 8 which is carried on centering bolts9 extending through bracket 8 and through the springs and is supportedby said bolton an upper bracket 10, rigidly'incorporated wlth the draftsill structure. On each side of the bracket 8 and on the under side ofthe draft sills and bolster structure 11, are rigidly incorporatedfriction slides 12, the front faces of which are provided with series ofV shaped describe 14 represents a s ring-follower-plate bearing by itsouter anged portions upon the upper ends of sprin and perforated forsliding clearance 0 b0lts 9. The middle portion of this follower plate14 is formed into a rectangular box 15 which depends be low the upperspring-bearing flange portion and is engaged transyersely of its bottomby the bolt 16, which normally bears against its bottom portion. Saidbolt extends outwardly at each side and engages the slotted terminals17, 17, of abifurcated lever 18 constituting the main operating elementof the structure.

Said lever 18 as shown, is pivotally mounted by a bolt 19, in bearings20, 20, below the draft sill members 2. The bearings 20 for said bolt19, which constitutes the fulcrum of lever 18, are elongated as clearlyshown in Fig. 4, )roviding a bearing for the bolt at top and bottom, butwith a small clearance at front and back so that it may be movedrelatively to the bearin s, forwardly or backwardly according to t emotion of the draw head on pulling or bufling respectively. The rearterminals of the bifurcated arms 17 of lever 18 are provided withgrooves and ridges 21, c'o-acting with the grooves and ridges 13 ofslides 12, both of such series of grooves and ridges being radiallydescribed from the center of' shaft 19.

Lover 18 is provided with two terminals, one for receivln the impact ofthe draw head in buffing, tie other for en aging the draw head onpulling, viz.,'upwar ly extending terminals or arms 22 and the forwardlyand downwardly extending terminal 23. Arms 22 are provided with atransverse bolt or pin 24, concaved as shown for the purpose ofproviding a bearing for bearing block 25, mounted on the inner end ofhead 6 of the draw bar 4. Said bearing 25 is loosely mounted by bolts 26engaging vertical slots in the anges of the bearing as shown whereby thebearing may rise or fall with the bearing stem 24, the concavedconstruction thereof permitting of lateral movement of the inner end ofthe draw bar, as in rounding curves. etc.

The lower terminal 23 is provided with a transverse bolt 27 engaging theslotted openings of links 28, 28. Said links extend upwardly andforwardly and engage by their terminals the outer ends of a transversestud or bolt 29, extending bodily rooves and ridges 13, hereinafterthrough the draw bar 4, as shown. The

vexed for the purpose of providing a hearing at different lateralpositions of the draw bar, its terminals extending outwardly andengaging the terminals of links 28, as stated.

is a dash-pot plunger loosely mounted within cavity 31 of the middle boxportion 15 of follower plate 14 and securedby its upper terminal boltextension 32' tixthe bracket 10. The spring bearing plate'\l4 isprovided at its upper portion with end plate 33 which surrounds theplunger stem.

The plunger head 30 has one or more downwardly opening valve-controlledvents 34. Cavity 31 is normally filled with oil and as the spring platemoves down the oil will freely pass through the valve-controlledopenings 34 but upon reverse movement of the spring, the valves willclose and the oil must pass between the outside of head 30 lows:

and the interior walls of the cavity, thus preventing too surldeirrecoilof the mechanism.

The operation of the apparatus as fol- In bufling, the draw head 4 isthrust backwardly engaging bolt 24 and imparting downward and backwardmovement to lever 18, due to the free mounting of the fulcrum bolt 19 inbearings 20. The downward travel of lever 18 carries with it springplate 14, thus compressing springs 7, while the backward movement bringsthe friction terminals of the lever into close engagement with thecorresponding frictional elements 13 of the slides 12. As the downwardmovement of the lever 18 continues the springs will be more and morecompressedthus proportionally increasing the spring resistance to thebackward motion of the draw head 4; and as the butting pressure on thedraw head increases, the backward pressure on lever 18 and shoes 21 willalso be correspondingly augmented, resulting in increased frictionalresistance to the relative movement of the elements 21 and 13. Thecombined effect of the lever 18 is therefore to bring into play' acontinually increasing spring and frictional resistance to the furthermotion of the draw head 4, and this resistance and the consequentabsorption of energy may be multiplied to any desired extent by merelychanging the ratios between the arms 17 and 22 of the lever 18 and bychanging the angle of the V shaped grooves 13 in the friction elements12 and 21, 6., making them more acute, and th-us increasing the area oftheir contacting surfaces, and consequently their \vedging action whenforced together.

' It will, be observed that the actions of the spring resistancesand ofthe frictional resistances to the backward or buffing movements of thedraw head are independent of each other, in that the latter resistanceis due primarily to the direct pressure engagement of the shoes 21 withthe ways 12, and this pressure engagement is brought about andmaintained, not by any action of the springs 7, but by the/directbackward thrust of the draw bar itself. The down-' ward movement of thearm 17which isopposed by the spring resistance 7'does not begin untilafter the bodily backward .movement (which establishes the frictionalpressure engagement between the parts 12 and 21) has been completed. Thestrength ofthe springs 7 can therefore be varied to any-desired degree,or even omitted entirely, without affecting the development of thefrictional resistances to buffing or closing movements of thedraft gearparts.

On the other hand, in pulling, the outward travel of the draw head 4will impart forward pull to the lever 18 by engagement of links 28, thusrelieving all contact between the frictional elements 13 and 21.Continued forward movement of the drawhead will operate through links 28in the manner of a togglejoin't, to lift terminal 23,

and thrust terminals 17 of a lever 18down- It will thus bes'een that inpulling there is no frictional resistance whatever but spring resistanceonly, and that this spring resistance may be decreased or increased inany desired ratio by varying the strength of the springs or-by alteringthe length of the links 28 or their point of attachment to the lever arm23. i

In. either operation, bufling or pulling, the return movement of thespring plate 14 will be partially checked by the cushioning dash I v potconstruction, thereby avoiding any un-' due shock or jar and preventingrebound.

It will thus be seen that within the limitedrange of travel of theordinary draw bar, normally about 2!; inches, the combined frictionaland spring resistances which coact to oppose butting movements may beindependently varied to any desired extent, while the resistance of thesame mechanism to draft movements is a spring strain alone and islimitedto the requirements. These ratios are indicated in the diagramsFigs. 4 and 5. In Fig. 4 the travel of the arms 22 in bnfling isindicated as from a; to b, the corresponding travel of the frictionaltermi-l nals of lever 18 being indicated as from a to b'.. In drawing,the forward-travel ofthe draw bar is indicated as from'l to 5, theresulting upward travel of terminal 23 being indicated as from 1 to 5'and the corresponding downward travel of terminals 23 of lever 18 tocompress springs 7 only, being indicated as from 1 to 0 Furthermore, itis clear that the ratio between the motion of the draw bar on pullingand the resulting compression of the springs is such as to insure a veryeasy motion on starting without the aid of any auxiliary springs orother complications. I

In Fig. 5, willi a normal travel of the draw bar represented as from ato 7), the curved line (17) indicates diagrammatically the combinedincreasing frictional and spring resistance in bufiing, and therelatively lower curve (15 indicates the spring resistance only inpulling.

Sheet In the construction illustrated on Sheet 2 of the drawings, theapparatus is mounted in a manner generally similar to that abovedescribed, between the draft sills 2, 2, and above the front axle 3, thedraw bar 1 of the coupler being slidably mounted between the draft sillmembers 2 and having at its rear end the usual enlarged bearing head 6.7 represents the resisting compression springs mounted beneath andbearing upwardly against a resisting bracket 8 rigidly carried beneaththe draft sill structure, having centering bolts 9 extending downwardlyfrom bracket 8 through the springs and the lower spring-follower-plate14.

Lateral lugs or gudgeons 15 extend upwardly from the sides of thefollower plate 14 and are engaged transversely at each side by thepivoting bolts 16 which connect them with the terminals 17", 17, of abifurcated lever 18 constituting the main operating element of thestructure.

Said lever 18 as shown, is pivotally mounted by a bolt 19 in bearingopenings 20, 20, in depending brackets at each side below the centersill members 2. The bearings 20 for said bolt 19, which constitutes thefulcrum of lever 18, are slightly elongated as clearly shown in Fig. 9,providing a bearing for the bolt at top and bottom, but with clearanceat the front and back so that it may be moved relatively in the bearingsbackwardly and forwardly according to the operation, 7". 0., eitherbuffing or drawing, in the same manner as already described.

The rear terminal of the lever 18 is provided with grooves and ridges 21co-acting with the grooves and ridges 13 of a block 12", rigidlyincorporated with the draft sill structure, but capable of adjustment totake up wear by means of wedging keys 22 arranged transversely insuitable receiving sockets in the draft sills and adjusted by means ofthreaded terminals 23" extending through a suitable bearing and providedwith adjusting and locking nuts, as shown.

Lever 18 is provided with two actuating elements, one for receiving theimpact of builing, the other for receiving the pull of the draw bar. Atransverse bolt or pin 24 is located above the fulcrum bolt 19, and isconcavcd as shown, for the purpose of providing a bearing for thebearing block 25 mounted on the inner end of head 6" of the draw bar 4.Said bearing 25 is longitudinally slotted as shown in Fig. 6, embracingbolt 21 above and below for always maintaining engagement during drawingstrains, while the concaved shank of the bolt extending through theslotted opening and bearing forwardly against the block 25 permits oflateral movement of the inner end of the draw bar, as in roundingcurves, etc.

The pulling connection between the draw bar and lever 18 is provided bymeans of the transverse bolt 27 extending across and mounted in terminalmembers 17 and engaging the slotted openings of links 28". Said linksextend upwardly and forwardly and engage by their terminals the outerends of a transverse stud or bolt 29 extending bodily through the drawbar 4" as shown.

The middle bearing portion of bolt 29 is convexed for the purpose ofprovidinga bearing in different lateral positions of the draw bar, itsterminal extending outwardly and engaging the terminals of links 23, asstated.

30 is a supplemental leaf spring mounted in a transversely arrangedbracket 31 be tween the draft sill members, extending forwardly andengaging the rear lower portion of the transverse friction terminal oflever 18, as shown in Fig. 6.

The operation of the above described construction is as follows:-

In butting the draw head 4 is thrust backwardly engaging bolt 24 andimparting downward and backward movement to lever 18, due to the freemounting of the fulcrum bolt 19 in bearings 20. Downward travel of therear end of lever 18' effects upward travel of its forward terminals 17"carrying the spring follower plate 14 upwardly, thus compressing springs7, while the backward movement of the lever thrusts the terminalfriction grooves and ridges 21 into frictional engagement with thecorresponding frictional elements 13 of block 12.

It will thus be seen as before, that as the movement continues thepressure on the draw head backwardly increases. and the backwardpressure of lever 18 correspondingly increases resulting in increasedfrictional resistance combined with a constant increase in springresistance. The two resistances coact or act concurrently to resistbulling movements, but they are independent of each other and each maybe varied,-without affecting the other according to the changingrequirements of the train car service. i I

On the other hand, in drawing, outward travel of the draw head 4 willimpart forward travel to the lever by engagement of links 28, drawingpivoting bolt 19 forwardly in its open bearings 20, relieving frictionalelementslS and 21 entirely from contact. Continued forward movement ofthe draw head willoperate through links 28 in the manner ofa togglejoint, and pull the forward end of lever 18" up, carrying upwardlyspring bearing plate 14 and compressing springs 7 as before. Links 28are slotted for clearance of bolt 27 in butting.

It will thus be seen that, as in the first construction, there is nofrictional resistance whatever in pulling, but spring resistance only,also that within the limited range of travel, the frictional and springresistances in bufiing may be independently varied to any desiredextent, the resistance'in pulling being limited to the requirements. The

. ratio of the movements of the mechanism in pulling and but'ing arediagrammatically indicated in the diagram Fl 9, which 1s similar incharacter to that of Fig. 4-;

I v Sheet ln'the construction illustrated on Sheet 3 of the drawings,the arrangement of the ap paratus is generally similar to that of Sheet2. the draw bar at of the coupler being slidably mounted between thedraft sill member-s2 and having the usual bearing head 6 to which issecured the rear extension 25 slotted for engagement with the actuatingelement bolt 2-l, ofthe resistance lever 18, and connected at its rearend with the friction mechanism, hereinafter described.

7 represents the resisting compression springs mounted beneath andbearing upwardly against resisting-bracket 8 rigidly carried beneath thedraft sill structure, having centering bolts 9 extending downwardly frombracket 8 'through the springs and the lower spring follower plate 14.Links 15 engage the spring follower platelet by means of an upwardlybearing transverse bolt 5, and are engaged at their upper endstransversely by the pivoting bolt 16, connecting them with the terminals17, 17, of the bifurcated lever 18, constituting the main operatingelement of the structure.

Said. lever 18 as shown, is pivotally mounted by a bolt 19 in bearings20 de pending at each side below the center sill ineinbersil. Thesehearings are of the ordinary crmstruetion andxnot longitudinally slottedas in the former-crmstrurtions above desrribrd. for the reason that thefriction e ements are not actuated through lever 18, but directly bydraw barl and its rear extension 25", lever l8.operating independpullingand in conjunction therewith in lndling.

BEST AVAILABLE The mechanism for interposing. independent frictionalresistance in butfi'ng, consists of upper and lower bearing plates 1212, mounted between the draft sills 2;.and having inner frictionalfaces, which engage the co-zicting faces of friction blocks 21, 21,above and below. Between saidu. f,rlction blocks is mounted a spring 10,bearing'atj each end against wedge blocks 22, 22, having opposingtapering wedgefaces, the front wedge block bearing against correspond nginclined faces on the inner sides of friction t gage a transverse studor bolt 29 inserted bodily through the draw bar at as shown. The slottedextension of the links, like those already described, permit of thedisengagement and independent relative movement of the links as to saidbolt 29 in buffing."

The operation of the above described construction is as follows:

In butling the draw head 4: is thrust backwardly, engaging bolt 24;,thrusting the .forward. terminal 17 of lever 18 upwardly on pivotalmounting 19, and compressing springs 7. Sinuiltaneously the draw barextension 25 and its terminal 11 bears against the front ends offriction plates 21 forcing them backwardly and compressing springs 10'which in turn separate the friction plates by the action of the wedgeblocks 22% 22, and 23, the frictional engagement of" plates .21 andouterplateslil increasing in propm'timi to the bu'tling pressure, andsupplementing the resistance of spring 7. 1

()n tlie,other hand, 1n pulling, outward travel of the draw head 4 drawsthe terininal 11 away from its engagement with the friction plates 21and imparts forward' travel to bolt 29, lifting the front end of lever18 in the manner of a toggle joint. and resulting in compression ofsprings 7 only. It will thus be seen that in pulling there is nofrictional resistance whatever and that the spring resistance on' pullmay be controlled and'regulated in any desired ratio by merely alteringthe position of the bolt i 27 on the lever 18".

The ratio of travel and resulting effect of the spring-and-frictlongearlng 1n bufling and the spring resistance-only in drawing,

is indicatedin the diagram Fig. 13,'which shows the proportionatedegrees of movement in each case and will be readily understood withoutfurther description;

Sheet 4.

The construction illustrated on Sheet 4 is generally similar to thoseabove described, but more like that of Sheet 1 in the arrangement of theparts. The draw bar 4 is similarly mounted between the draft sills 2 andis provided with the usual enlarged rear tenninal having a yokeextension 6 embracing the two fulcrum or pin elements of the swinginglei'er 18*. The lower end of this lever is provided with two arcshapedside lugs 17* having frictional ridges and grooves 21 engaging with thecorresponding friction grooves and ridges 13 of the two-part frictionblock members 12*. Said members l2 are secured at their forward ends toa depending bracket 5 secured to the draft sills below the draw bar, andby their rear ends by means of bolts 22*, having lower terminalsupporting and locking nuts as shown, said bolts engaging the outer endsof a cross bar 23 extending transversely of the draft sills 2 andmounted in vertical slotted openings 2 therein. The rear ends of thesegmental friction blocks 12 12, may be adjusted vertically by means ofthe lock nuts 22", 22, so as to bear with "arying degrees of pressureagainst the shoes l7", l7", and thereby regulate the frictionalresistance to the closing or bufling movements of the gear arts.

7 represents a plurality of resisting compression springs of the helicaltype, mounted in front of and below a resisting bracket 8*, which inturn bears backwardly and upwardly against the tm'hsverse bar 23' whichis cut out at its middle portion as shown in Fig. 14, and is engaged bythe threaded terminal of a centering bolt 9 The forward lower end ofsaid bolt passes through a cross bar 10 secured to the bracket 5.

14 is a spring follower plate, slidably mounted on rod 9 and bearing byits inner faces against the forward faces of springs 7 It is providedwith inwardly extending centering pins for the springs, brackets 8 beingsimilarly provided, whereby the springs are maintained in operativeposition.

Lever 18 is pivotally mounted by its bolt 19 and by its upper hubportion, against supporting plates 11 secured at each side to the draftsill structure, and constituting backward fulcrum bearings for thelever. Similar plates 15 provice forward fulcrum bearings for bolt 24;.In pulling bolt 19 is 'operatively engaged by the yok 6 by means 'of abearing block 16*, while in ufiing block 17 engages transverse bolt 24,both of said bolts extending through both sides of lcvcr 18 as clearlyshown in Fig. 16.

The lower terminals 20 of lever 18 bear backwardly against recessedwashers 24* which in turn bear against lugs on the spring follower plate14.

The operation of the above described construction is as follows:

In buffing, the draw head 4' is moved to the left, its block 17thrusting cross bar 24' backwardl in the arc of a circle a, b, (Fig. 17)from tii arc-like movement to the lower portion of the lever, and itsattached friction elements 21'. This movement is resisted by thefrictional engagement of the grooved surfaces 13 and 21, and thisresistance can be varied as already explained, b the adjustment of thelock nuts on the lts 22722. The movement of the lower terminals 20 alsocompresses the springs 7 against their bracket plate 8 and likewiseforces plate 8' upwardly against cross bar 23, thereby tending to liftthe rear endtof friction bar 12' with a pressure increasing with thespring com ression.

I the compression of the s rings becomes very great the rear end of saifriction mem-' ber 12 rises and increases the pressure between thefriction elements 13' and 21' thus causing a continually augmentedfrictional e center of bolt 19', imparting an parts on their backward orclosing movements.

In pullin the outward travel of the yoke 6 and bloc 16 impaltsya forwardmovement to the pivoting bolt 19' and the up or end of lever 18*, bolt24'. now acting as a ulcrum against the stationary bearings 15'. Theresult of such operation is that lever 18 swings upon bolt 2%" as afulcrum in-the shorter are of a circle a, 5, as indicated in thediagram, Fig. 17, compressin springs 7 only to a less degree and entirey relieving the frictional elements 21' and 13 from contact. It willthus be seen that in drawing there is no fri'ctional resistance whateverbut spring resistance only, this-spring resistance increasing as beforein a more rapid ratio than the movement of the draw head because of theincreasing length of the lever arm as the motion proceeds.

The ratios of travel and resulting effect of the spring-and-frictionresistance in bufv ting as compared with the sprin resistance alone onpulling, is indicated in t e diagram Fig. 17 by the are a, b, whichshows the relative distances of travel, and the resulting proportionateresistance in the two operations.

.Slteet 5.

The construction herein illustrated, embodies corresponding friction andspring re- SlStlDg elements simllar 1n operation to those heretoforedescribed. The draw bar 4: is

mounted between the draft sills 2 and is provided with the usual headhaving a strap exsills 2 (see Fig. 20) and bears by its front 80 wedgeblock '27 similar in construction and" vertical walls baekwardly againstthe ,compression springs 10?, seated within an under supporting casing25 and backwardly against abearing abutment 26. Links 17 pivoted on abar or bolt 28 in the follower plate 29 connect the latter with thelower end of the main pivoting lever 18. W'edge block 2E2 is adjustedforwardly to compen sate for wear by the transversely arranged operationto the wedge block 22 of Sheet 2.

7 represents resisting compression springs mounted in front of and belowthe draw bar and draft sills within a surrounding casing 9, bearingbackwardly against the supported abutment 8 therein and adapted to becompressed by front follower plate 13, said plate being engaged by frontcross bolt 14 by which it is connected with links 15 extendingbackwardly, and connected by pin 16 with the similar links 17 and withthe lower end ofthe main operating le- Said levers 18 are normallypivoted on a bolt 19 in the front end of a slot extending longitudinallyof the draft sills 2 and of supplemental bearing plates 2 thereof, therear end of said slot providing for free backward movement of bolt '19.The upper end of levers l8 are pivoted by bolts 20 on the ends of curved.links '24 pivotally amounted at their other ends on the ends of bolt11.

;.through links Q-l and bolt 11, to the wedge ,block 21 moving saidblock backwardly for limited distance while the lower terminal 30 is anindependent bearing block inserted between the rear end of draw bar aand bolt 19* of lever 18.

The operation is as follows:

In boiling draw head lis moved to the left, its bearing block 30carrying the bolt 1-) and with it lever 18, backwardly on the pivot 20.Pressure is thus transn'iitted of lever 18 traveling backwardly at agreater speed, compresses springs 7 and l0 through 7 link connections1-5 and 17, the latter alsoj carrying backwardly with it the friction 4plate 23.

As the springs are compressed and great pressure is increasinglyimpartedto wedge block 21, its wedging efi'ectand likewise and 23increases, in proportion tothe buffmg strain.

In pulling, outward travel of the draw 'the frictional resistancebetween blocks 22 bar l carries forwardly wedge block 21%;

by connectionof strap 6 andbolt 11 entirely relieving the frictionalelements from engagement, while bolt 19 bearing against i' the front endof the slot, in the draft sill bearings, is maintained stationarytherein.

The forward movement of bolt 11 and links, v 24 thrust the upper end oflever l8for Ward and impart corresponding backward" travel to the lower,terminal 16 ofthe lever, thus compressing springs 7 and 10 without I anyaccompanying frictional resistance.

The ratios of'travel and the resulting effect of thespring-and-frictional resistance in bufling and the spring resistanceonly in pulling, is indicated in' the diagrams IFigs. 21,and22. Thus inFig. 21 the normal forward travel of bolt ll in pulling is movement ofthe lever 18 being indicatedin the limited annular travel from 1' to 5and its range of operation from 1" to 2", while in bufiing, the backwardtravel .of bolt 19 is from a to b and the amplified range of operationby the are a to b. The.

indicated from 1 to 5, the corresponding relative resistances arediagrammatically in dicated in the diagram, Fig. 22.

V Sheet 6.

The construction on Sheet 6 is generally similar to the foregoingseveral constructions, and illustrates an arrangement of horizontallyarranged spring-and friction mechanism for the same purpose.

he draw bar 4 of the coupler is mounted U as usual ,betwee the draftsill members 2 and is provided ith rearwardlyextending air strapextensions or housings consisting of)" sides 6* and t3, connected byintervening transverse plate 5 7 I; represent compression springs.mounted in two separate groups between the strapjex v tensions 6 and 6each group beingcarried between bearing follower plates" 88?, ,8,

mounted transversely between theldra ft sill structure against thefollowei' plate brackets;

Q dinigidIy incorporated with the draft sills. 10 ai e additionalsprings mounted between end'pl'anas 1.1 11*, within a depending casing12, supportedbelow the draft sill structure, and hai mg l lehgitudinalcenter bolts 13 extending througfi from one end of the casing to theother and through the centers of the springs 10*.

Each of said plates 11? and 11 is designed to be actuated by a fronttransverse wedge plate 14 and a back plate ll respectively, said platesacting to inter-pose a frictional resistance and spring resistance inbufling, while the rear plate ll acts to interpose spring resistanceonly in pulling. 18 and 18 represent respectively front and back leversin pairs, the lever 1S at front being pivotally mounted at 19 in anupper stationary bearing, and depending downwardly at each side of thedraw bar structure, as shown in Fig. 24.

The middle body portions of the levers 18 are rounded outwardly at thefront, providing bulbous bearing portions, against which bear thelaterally extending lugs 01: flanges 20 of the draw bar structure. Therear levers 18" are mounted on pivot bolts 21 and 22 which take abearing respectively in slots in the draft sills and in a siotted yokeQ-l constituting the rear terminal portion of the draw bar extension (3.The lower terminals of both levers 18 and 18 are provided with innerconcaved faces normally bearing against the rounded terminals of bearingplates 14*, l t, so as to exert inward pressure thereon when front lever1S is thrust backwardly and rear lever 7 18 is thrust forwardly inbailing, and rear lever 18 only is drawn forwardly in pulling.

As shown, the side members of casing 12 are provided with innerlongitudinal friction grooves and ridges, with which co-actcorresponding frictional grooves and ridges of inner friction plates 15,15"", the outer plates being maintained againstexpansio by connectingbolts 16*. I

friction plates, interposed between the inner ends of friction plates 15and the outer faces of blocks 14", and adapted to operate between saidelements to transmit wedging action therethrougl'i, as the innerfriction plates 15 are thrust backwardly, thus rcsulting in the bindingengagement of their outer corrugated faces, with the inner corrugatedco-acting face of casing 12 throughout the entire length of the plates15 As shown in Fig. 25, the rear portion of said friction plates l5 arethinner than the main body portion with an intervening inclined shouldernormally located at about the inner end of plates 17 so that as thefriction plates 15 are thrust backward their relatively thicker bodyportions will be interposed between casing 12 and plates 17, pressingsaid plates against blocks l t. The front inner ends of said blocks 14*are beveled as shown, and bear against outer correspondingly beveledfaces of late 11*.

They are also provided with limiting steps which limit their outwardtravel.

17 represents supplemental stationary The front ends of lates 15 arealso provided with wedging aces which co-act with corresponding outerwedge faces of block H so that as said block is thrust backwardly, itwill impart outward and backward movement to friction plates 15, forcingthem against the inner sides of the casing 12.

The bolt 21 of lever 18* extends throu h suitable slotted bearings inthe draft $111 7 members 2 as' stated, and normally bears against thefront ends of the slots, while the lower bolt 22' is mounted forlongitudinal travel within receiving bearing slots 26 in said draft sillmembers and reinforced outer 3 plates 27 thereof, and normall bearsagainst the back slots. (Fig. 24.) he bolt 2% is flattened at top andbottom for sliding engagement with the yoke 2& and has rounded bearingsections 28 which engage 35 the levers 18 and permit a partial rotationof the latter thereon. Yoke 24 is rovided with an upper extension 23constituting a bearing block for bolt 21 The operation of the abovedescribed construction is as follows In buffing, the draw head 4 ismoved to the left, thus compressing springs 7 between the plates 8' and8. Simultaneously, the lugs 20 of the draw bar structure engage therounded middle front portions of levers 18 and thrust them backwardly,imparting relatively increased backward movement to the lower ends ofsaid levers, and a corresponding backward movement to wedge block 14friction plates 15 and front sprin -followerplate 11", thus compressingthe orward portion of the springs 10. Simultaneously, the backwardpressure on the bolt 21 through the block 23 will thrust the lower endsbf levers 18 forward, carr ing with them wedge block 14. The backwardmotion of friction lates 15 will immediately thrust the thic ened middleor-,

tion of the latter between the friction aces of casing 12 and blocks17*, co-acting Svith their engagement by the outer face. of blocks 14*.These combined actions result in great frictional resistance to themotion of the drawhead which will steadily increase as the com ressionof the springs 10 increases an thereby augments the pressure on theinclined wedge faces of blocks 14' and 14".

It is thus clear that in bufling the full resisting effect of thesprings is attained by their compression, to wit; direct thrust uponsprings 7' and lever thrust on springs 10, plus the frictionalresistance of the several co-acting friction elements tending to force125 the friction plates 15' outwardly against the inner frictional facesof the casing.

Onthe other hand, in pulling, outwa travel of the draw bar 4' will entiy relieve front levers 18' from any action whatcessory parts thereto mayever, leaving plates 15 in their normal position. The rear levers 18will be swung forward on the pivotal bolt 21 by the pull of the yoke 24on the bolt 22 and will correspondingly actuate the block 1 2 andfollower plate 11 compressing the spring 10 against the front stationaryfollowerplate 11 The pressure of the spring will expand the Wedge blocks14 but the stops limit the movement and prevent any binding between theouter faces of said block and the supplemental friction plates 17 Theonly resistance to the motion of the draw bar on pulling will. thereforebe that due to the compression of the springs 7 and the partialcompression of spring 10 The ratio between this spring resistance onlyon pull frictional resistance on bufling may be altered at will asbefore by changing the relative position of the pivot bolts 21 and 22and also by varying the strength of the springs 7 since the latter-whichcorrespond in function to correspondingly numbered parts of thepreviously described constructions -act quite independently of thefrictionally engaged parts and may be varied Widely in elasticresistance, or dispensed with entirely without affecting in any Way thefrictional resistance to buffing or closing movements.

If desired, the rear lever 18 and all the acbe entirely omitted, asshown in Fig. 27, in which case the resistance of the springs 10 (whichmay bear against the casing 12 as shown) and friction mechanismcoiiperating therewith will be called into play only-on butling, the

, springs said units;

entire spring resistance tdpnlliiig shocks and strains being furnishedby the draft 7 This modified form of gear is well adapted for use on oldcars Where it is desired to retain the present form of yoke and springgear connections and merely supplement and reinforce their action forthe resistance of buffing strains in the manner hereinbefore set forth.v

It will be observed that all of the mechanisms described arecharacterized by an improved mode of operatiom'or rather that they areadapted to carry out an improved method of procedure in absorbing theshocks and jars consequent uponoperation 0" train units. The practice ofmy improved 1 ethod as carried out by the various mechanisms aboveillustrated and described involves: first, the presentation ofajvariable spring resistance to the movement of the shock absorbingparts, on buffing and on draft, the said spring resistance being muchgreater in buiiing, or in arrestingorretarding the movements of thetrainnnits, than it is on draft or in accelerating the movements of andsecond, it involves manipulation or adjustment ofthe moving parts of andthe combined spring andthe gear in such manner that in buiiing certainof the moving parts are forced into frictional contact with stationaryparts and the into heat by frictional resistance, While in pulling or inacceleii iting the movement of the cars the said stationary and movingmembers areentirely disengaged from one another and tlie frictionalresistance-and energy of motion is thus transformed in part Lcorresponding loss of energy due to heat de-' velopment andabsorption-is eliminatedl It is of course obvious that the parts of thedraft gear might be so arranged as to perhave described as illustrativeof my invention are all of such a character as to produce the desiredvariations in the engaging relationships of the draft gear partsautomatically and to carry out the method or mode of operation which ischaracteristic of my invention without manual intervention. In each casethis is accomplished by using the initial closing movement of the partsunder buiiing or retarding stresses to bring the friction developingmembers of the gear into pressure contact, and then utilizing thefurther movement of the parts to. transform and absorb the kineticenergy of the moving units partly as heat developed by frictionalresistance and partly as potential energy of spring compression. y a Theparts brought into pressure engagement by buffing may remain in bindingfriction'al contact until once more subjected to draft or'pullingstresses and the potential energy stored up by the compression of thesprings during the builing operations may thus be in part retained byreason of such frictional locking of the moving members and utilized inassisting the starting or acceleration of the train units under draft.()n the other hand when the gears are subjected topulling or draftstressesthe friction developing members are automatically disengaged,thus not only avoiding all sticking of the said members in their closedposition, but also preventing any ab sorption of energy by thefrictional. resistance of such members and transforming any excessenergy of draft motion into recuperative or restorative potential energyof spring compression alone.

p In all the'forms' of mechanism which I have delmeated and described asillustrative of my inventionthe parts are further so arranged that theenergy of spring compression developed under bufling stresses is ormaybe far in excess of that developed by an equal movement ofthe draw headsunder draft or pulling stresses, thus automatically adapting the gearsto the varying conditions of train car service in which the shocks andstresses under buffing or retarding movements are, or may be, very muchgreater than those ever met with in pulling or accelerating movements.This adapts the gears to resisting the most severe shocks on coupling orbraking or otherwise checking the movements of the car units, whileretaining, such flexibility and elasticity as to enable the cars ortrain units to be readily and easily started or accelerated in theirforward movements.

Many other detail changes in the relative arrangement and action of thedifferent parts will readily suggest themselves to those who havefamiliarized themselves ,with the preceding disclosure.

What I claim broadly is 1. Draft gearing comprising a frame, a resistingfriction member carried thereby, a drawbar, a spring resistance arrangedto oppose the movement of the drawbar in either direction, a movablefriction member, and means connecting the movable friction member andthe drawbar adapted to thrust -said friction member against theresisting member and hold it in engagement therewith independently ofsaid spring resistance thereby establishing and maintaining anindependent frictional resistance to bufiing movements. 4 r

2. Draft gearingcomprising a frame a friction producing member carriedthereby, a drawbar, a spring resistance which opposes the movement ofthe drawbar in either direction, a movable friction member, andmechanism connecting the drawbar and the movable friction member adaptedto separate the said members when pulling and adapted to establish andmaintain a frictional engagement bctween'them when the gear is closed bybuiiing movements.

3. Draft gearing comprising a frame, a resisting friction member carriedthereby, a drawbar, a movable friction member, and means connecting themovable friction member and the drawbar adapted to thrust said frictionmember against the resisting memher and produce progressively increasingfrictional resistance through said members against pressure of thedrawbar in closing, and spring mechanism arranged to operateindependently of the friction members and to resist movements of thedrawbar in both directions.

4. Draft gearing comprising a frame, a drawbar, a spring, a frictionmember carried by the frame, a movable friction member connected to thedrawbar, and means independent of said spring for establishing andmaintaining engagement between the friction members underibufiingmovements.

5. Draft gearing comprisin a. frame, a resisting friction member carriedthereby, a drawbar, a movable friction member, a spring, and meansconnecting the movable friction member and the drawbar adapted to thrustsaid friction member against the resisting member and to compress thespring in bufiing and to separate said friction members and compressthespring in pulling.

(3. Draft gearing comprising a frame, a resisting friction membercarried thereby, a drawbar, a movable friction member, a spring, meansconnecting the movable friction member and the (l'rawbar adapted toestablish and maintain engagement between the friction members inbuffing, and lost motion mechanism adapted to separate said frictionmembers and compress the spring in pulling.

7. In a draft gearing the combination of -a frame, a friction membercarried thereby,

a coupler element having a uniform travel in both directions, a spring,a movable friction member, means independent of the spring forestablishing and maintaining pressure engagement between the frictionmembers and for compressing the spring to a given degree under a buffingmovement, and means for separating the friction members and compressingthe spring to a less'degrec under :1 pulling movement.

8. In draft gearing the combination with a coupler element having auniform travel in both directions, of a frame, a spring resistancecarried thereby, and rotatable means connected with the coupler elementfor compressing said spring in buffing, and for c ompressing itto lessdegree fora corresponding movement in pulling, said rotatable meanshaving a common fulcrum center for both movements.

9. In draft gearing the combination of a coupler element having auniform travel in both directions, a frame, a spring resistance and afriction member mounted thereon, a movable friction member, and meansfor:

establishing and maintaining pressure en gagement between the frictionmembers and for independently compressing the spring during buflingmovements; said means being also adapted to compress the spring to lessdegree for equal draft or pulling movements.

10. In draft gearing, the combination with a frame and a relativelymovable coupler element, of spring mechanism and stationary frictionalbearings on said frame, and a movable element mounted in an elongatedpivotal bearing for preliminary operative adjustment, connected with thecoupler element, and having a frictional portion adapted to engage saidfrictional bearings and to actuate the spring mechanism in buffing, andto actuate the same spring mechanism only in pulling.

tional engagement of, the movable element with said bearings andcompress the spring mechanisin in buffing, and to positively separatesaid movabl element from fric' tional engagem t with said bearings andto actuate the same spring mechanis'intonly in pulling. I c

12. In a draft gearing, the comb nation with a coupler element and asupporting frame, of a frictional bearing anil springq' in presence oftwo witnesses.

mechanism carried by said frame, a lever engaging the coupler elementand said frictional bearing and spring mechanism and adapted to transmitbuffing strains from the coupler element to said bearing and springmechanism, and supplemental connections between said lever andthe'coupler element for separating the lever from fricx'onal en,-gagement and for effecting operati n-of the spring mechanism underdraftv strains in the opposite direction.

13. In a draft gearing, the combination with a coupler element, of africtional bearing, spring mechanism, a lever engaging the couplerelement and said frictional bearing and spring mechanism, dash potmechanism for cushioning said lever, and supple? mental connectionsbetween said lever and "Tithe coupler element for separating the leverfrom frictional engagement and for effecti-ng operation of the springmechanism.

. In testimony \vhereofI afiix my signature FRANK L. O. WADSWORTH.

lVitnesses: i

HARRY M. VVILLIs, C. M. CLARKE.

